Valve mechanism.



H. F. T. VAN KEUREN.

VALVE MECHANISM.

PPLlCATlON FILED SEPT. 20. 1911.

Patented Nov. 9, 1915.

2 SHEETS5HEET 1- IIIIIENTUR WITNEESES:

'Zif l TTORIIEI.

H. P. T. VAN KEUREN.

VALVE MECHANISM.

APPLICATION FILED SEPT. 20, I911.

55 M 1 Hm R 9 M 4 6 m t W1 m m J WITNESSES: m [7 I TTURIIEY.

UNITED STATES PATEN OFFICE.

HENRY P. T. VAN REUBEN, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOB, BY DIRECT AND MESNE ASSIGNMENTS, TO JOHN C. ENGLISH, OF CAMDEN, NEW JERSEY.

VALVE MECHANISM.

Application filed September 20, 1911.

To all whom it may concern:

Be it known that I, HENRY P. T. VAN KEUREN, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia, State of. Pennsylvania, have invented a new -and useful Valve Mechanism, of which the following is a specification.

My invention relates to valve mechanism for engines.

The object is to provide improved means for the admission of the expansive force to the cylinders, for the retention of the same therein during compression or expansion and for the expulsion of the spent products therefrom.

My invention comprises means whereby the intake and exhaust of the engine are made through a system of rapidly moving sliding ports disclosing a fixed port or ports. These ports are of relatively lar extent and are adapted to open quick y transverse the direction of the flow of gas, vapor or the like and to remain wide open for a relatively long time. It will thus be understood that the restriction or obstruction of materials passing into or out of the cylinder will be reduced to a minimum and the operation of the engine rendered more efiicient.

My invention comprises means for properly timing and operating said ports relatively to the operating parts of the engine and other details of construction.

Referring to the drawings which show a specific embodiment of my invention as applied to a four cycle gas engine such as is used in automobiles. Figure 1 is a vertical section on 11 of Fig. 2. Fig. 2 is a top View of same. Fig. 3 is a section on 33 of Fig. 1. Fig. 4 is a side elevation of the middle cone valve. Fig. 5 is a bottom view of same. Fig. 6 is a side elevation of the cylinder head casting. Fig. 7 is a bottom view of same. Fig. 8 is a side elevation of the inner cone valve. Fig. 9 is a bottom view ofsame.

Similar numerals refer to similar parts throughout the several views.

Referring to Fig. 1, the cylinder head casting 12 is held to cylinder 13 by stud bolts 14. The cylinder is provided with water jacket 15 and is tapped on the sides for a spark plug and a compression relief Specification of Letters Patent.

Patented Nov. 9, 1915.

Serial No. 650,808.

cock as shown. The cylinder is bolted to crank case 16 by bolts 17. Within the cylinder is provided piston 18 equipped with piston rings 19 and attached through piston pin 20 to connecting rod 21, which is connected by crank pin 22 and crank 23 to crankshaft 24.

Cylinder head casting 12 is fitted into a counter bore in cylinder 13 to enable water jacket 15 to be cast as part of the cylinder and yet project or extend past the valve members. Casting 12 is divided into two separate chambers by a vertical wall 25. The intake gas is led into chamber 26 through open ng 63 and the exhaust gas is taken from chamber 27 through opening 64 and by means of proper connections to manifolds not shown. In the bottom of casting 12 there is provided a conical depression 28 terminating in a cylindrical openin 29, which extends through to the top 0 the casting and is surrounded by a cylindrical wall 30. Fitted into depression 28 is first a middle cone 31 with a hollow spindle 32 projecting through bore 29 of casting 12, and second an inner cone 33, inside of cone 31 and havin a spindle 34 which projects through spindle 32.

Gone 31 is provided with adjacent openings or ports 35, 36, cone 33 with similar ports 37, 38 side by side on the opposite side of the cone from ports 35, 36 in cone 31, and casting 12 with ports 39 and 40 upon opposite sldes thereof, one of said ports, 39, opening into chamber 26 and the other *of said ports, 40, openin into chamber 27. The contact surfaces 0 accurately ground and fitted. The relative proportions and positions of the respective cones and the openings therein are such that assuming the parts shown in Fig. 5 to superimpose the parts shown in Fig. 7 and the parts shown in Fig. 9 to superimpose the parts shown in Fig. 5, all in the positions as they are shown in said figures with their centers coinciding, openings 35, 36 and 37 38 through the cone valves 31 and 33 respectively, are overlapped on the center lines of openin 39 and 40 in the cylinder head casting an said openings are closed. If, however, cones 31 and 33 are revolved 45 in opposite directions from the zero position a ove described, either intake port 39 or exhaust port 40 in casting 12 is opened singly,

these cones are all according to the direction of motion of cones 31 and 33. The total valve opening is the sum of the two 45 movements or 90, and is accomplished at double the rate of movement of a single cone. It is obvious that if desired the construction may be varied to vary the amount of rotation of the valves necessary to control the flow between the intake passage 63 and the cylinder 13, and between the cylinder 13 and the exhaust passage 64. For example, assuming casting 12 to be provided with four ports of 45 each instead of with two ports of 90 as shown in the drawings, and corresponding openings of 45 each to be provided in the movable cones, a total valve opening of 909 will still be preserved but valves 31and 33-now have a 224 throw and the intake and exhaust gases pass in or out through two ports in each case instead of one. Other combinations are, of course, possible.

Referring now particularly to Figs. 1 and 2, it will be noted that the upper end of spindle 32, being the spindle o the middle cone valve 31, is seized by the horizontally disposed valve lever 41, while the upper end of spindle 84, being the spindle of the inner cone valve 33, is seized by valve lever 42 which projects in the opposite direction to lever 41. As levers 41 and 42 are loosely keyed to the two spindles the friction of the cone valves may be readily adjusted by means of disk spring 43, between the top of castin 12 and the under side of valve lever 41, an spanner nuts 44 threaded on the upper end of spindle 34.

Links 45 and 46 are secured to the outer ends of valve levers 41 and 42 respectivel by means of bolts 47. The other ends 0 links 45 and 46 are connected by pins 48 to opposite ends of yoke 49. It will be obvious that a forward or back movement of the yoke from its neutral or zero position will cause the rotation of cone valves 31 and 33 in opposite directions and the consequent opemn and closing of ports 39 and 40 as above escribed.

Cam shaft 50, shown in Fig. 1, is preferably connected with crank shaft 24 by means of a chain and sprockets or a train of gears, not shown. The connection is such that the cam shaft is rotated in the same direction as the crank shaft and at half its speed. Rigidly connected to cam shaft 50 and rotating therewith is cam 51. The configuration of the cam is such as to cause proper valve movement at correct timing intervals. Bell crank lever 52 having its fulcrum center at pin 53 in bracket 54, is connected at one end through pin 55,with links 63, which are connected with yoke 49 as shown, and at its other end with plunger rod 56. Plungerrod 56 is made in two sections and is provided with nut 57 for convenience in adjustment. Secured to the lower end of the plunger rod by pin 58 is cam roller 59 ada ted to e06 erate with cam 51 on cam sha t 50. The ower end of the plunger rod reciprocates in hollow guide 60 rigidly connected to the crank case. Seated in guide cap 61 which is threaded to the top of guide 60, is spring 62 which surrounds the lower end of rod 56 and forces roller 59 to follow cam 51, all as clearly shown in Fig. 1.

The operation is as follows: In Fig. 1 piston 18 is shown at the limit of its upward stroke with crank 23 at its upper dead center read for the downward or intake stroke. R0 ler 59 is ready to fall below or inside the cam pitch circle. As the engine turns over, piston, 18, roller 59 and rod 56 all move downward, arms 41 and 42 are drawn forward as shown by full lines in Fig. 3, and intake port 39 is opened by the rotation of the cone valve members as above described. When the piston has passed slightly back on the compression stroke or crank 23 is past the lower dead center, the cam roller and associated mechanism have closed intake port 39 by moving arms 41 and 42 backward, and now keep the valves closed since the roller now travels on the cam pitch circle and there is no valve movement. When the piston again reaches the limit of its upward movement the charge has been compressed to the maximum and at or near this point the spark occurs. As the compressed gas, ignited by the spark, expands and drives the piston downward on the impulse stroke the valves still remain closed, but before the lower dead center of the piston is reached, roller 59 rises above or outside of the cam pitch circle and causes exhaust port 40 to open, arms 41 and 42 bein pressed back to the position shown by otted lines in Fig. 3. Port 40 remains open during the exhaust stroke and as the iston reaches its upper dead center the port 1s closed and the cycle is completed.

It will be understood that the true area of the ports is considerably larger than the projected area shown in the drawings. It will also be understood that cam 51 pushes or causes the valves to open against the cylinder pressure at the beginnin of the exhaust stroke, while the sprlng pul s or causes the valves to open against the intake pressure minus the exhaust pressure. Spring 62 thus works against practically no pressure except that due to the friction of the mechanism.

What I claim is:

1. In valve mechanism for an engine, the combination of a chambered member having a depression therein, and a cylindrical bore, and ports in the depressed portion of said member upon opposite sides thereof, a plurality of valve members within said depression having spindles projecting through said bore, said va ve members each having adjahaving adjacent ports therein upon opposite sides thereof and adapted to overlap the ports in said chamberedmember, and means connected with the spindles for moving the cone valves.

3. In valve mechanism for an internal combustion engine, the comhlnitipm;ofia.

' casing having a bearing face having intake and exhaust ports therein, a pluralitfleof co- 011 p n here n nape l ated mechanism members toward a common point, the parts chambered member provided wit ifqonical bearing face having intakelenji 'exlraust ports therein, a plurality offseedgerating cone valveshavintg ed to register wi saidports;end?9 m actuated means operating relatively? tothe operating parts ofv the engine, for'efiedting a simultaneous horizontal movement; of :said valves toward acommon pointtoopen or close communication through said ports.

4. In valve mechanism for an engine, the

, combination of a stationary casing having a fixed rt therein, horizontally and intermittent y oscillating valve members within said casing having ports therein adapted to be moved toward and away from said fixed port, and a cam actuated bell crank operatively connected with said valve members and with the operating parts of the engine.

5. In valve mechanism for an engine, the combination of a stationary casing having fixed intake and discharlge ports therein, horizontally oscillating va ve members within said casing having 'orts therein adapted to be oscillated tower and away from said fixed ports, said valve members provided with spindles projecting through. the stationary casing, oppositely disposed arms connected, with said spindles, a yoke connected with said arms, ever mechanism connected with the yoke and a cam actuated spring controlled roller operatively connecte with the lever mechanism. 1

6. Invalve mechanism for an internal combustion engine, the combination. of a casin having inlet and exhaust ports there-. in, va ve members, one within the other, surrounded by said-casing, said valve members provided with ports and having extensions projectiteigg through the casing, and means connec with said extensions for rotating the valve members to control communication members and between the outer valve member and the casing.

7. In valve mechanism for an internal combustion engine, the combination of a casing having a bearin face having intake and exhaust ports therein, cooperating valve members having bearing faces and openings therein, and means for effecting at intervals the simultaneous oscillation of said valve members in opposite directions, the parts being so proportioned and positioned relatively that the valve members will normally overlap the intake and exhaust ports and the openings in said members may be moved toward either. of said ports to permit communication therethrough, without permiteommunication through the other of orts.

8. n valve mechanism for an internal combustion engine, the combination of a faees an being so proportioned and positioned relafitivel that the valve members will normally over up the intake and exhaust ports and the openin in said members may be moved toward sit or of said members or reversed to permit or. prevent commumcat1on the rethrough, without permitting commumcation the other of said ports.

11 valve mechanism for an internal combustion engine, the combination of a casing'having a bearing face having intake and exhaust ports therein, coo rating valve members adapted to close sai ports at one time, and at another time to be simultane- .ously moved horizontally through partial revolutions in opposite directions, toward or away from a common point, and means for adjusting the friction between the valve members. I

10.111 a valve for an internal combustion, engine, the combination of a plurality of cooperatin bodies having conical, concentric contact aces having codperatirig ports or openings therein, one of said aces being fixed and another of said faces having oper ative relationship with the operating arts of theengine and ada ted tobe osei ated about the axis of the fi ized face, and means for adjusting the friction between said fixed and movable faces the parts being so proportioned andpositioned relativel that at certain times gas may pass through the ports of openings in said contact faces from a region excluded without one of said bodies to a region included within the same.

11. In valve mechanism for'an engine, the combination with a cylinder, of a casing having a fixed port therein, and a plurality of oscillating cone valve members cooperat- 1 ing therewith to control said port, said valve members having a dwell in the closed position.

12. Valve mechanism for anengine, comprising the combination with a casing pro-.

vided with an inlet port and an exhaust port, of a lurality of coii rating conical valve mem rs for controlliil sald ports, and means for oscillating sai valve members simultaneously and intermittently in opposite directions and reversing, said oscillator movement, to move their a ertures simu taneously into and out of ahnement consecutively with said ports to open and close the same, said valve members being permitted to remain in a state of rest during a predetermined riod in their cycle of operations and whi c said ports are closed. 7 13. Valve mechanism for an engine, comprising the combination with a casing provided with an inlet port and an exhaust port, of a plurality of cooperating valve members for controll' said ports, and means for simultaneous y oscillating said valve members intermittently in opposite directions and reversing said oscllla-tory movement, first to open and close the inlet port and then to open and close the exhaust port, said valve members being permitted to remain in a state of rest during a predetermined period in their cycle of operations to maintain said ports in a closed condition.

14. Valve mechanism for an engine, com prising the combination with a casing provided with inlet and exhaust ports of a plurality of cooperating horizontally movable valve members for controlling said orts, and means operatively connected wit the operating parts of the engine for simultaneously oscillating said valve members in op- I posite directions and then reversing said simultaneous oscillatory movements to control communication through one of said ports, and then repeating said simultaneous oscillatory movements in inverse order, to control communication through the other of said ports.

15. The combination with means provided with a port, of two cooperating coaxial tapering valvesarran ed to control said port, and means arrange to oscillate said valves simultaneously in opposite directions respectively during the entire period of the opening of said port and the movements of said valves being then simultaneously arrested for an appreciable and predetermined period and then reversed and said valves being then oscillated simultaneously in opposite directions respectively during the entire period of the closing of said port.

16. The combination with means provided with a port, of two coaxial substantially conical valves cooperating to .open or close said port, and means for oscillatin said valves to open or close said port, said last mentioned means being operative to permit said valves to remain in a state of rest during predetermined and appreciable periods of their cycle of operations, and to oscillate said valves in opposite directions respectively during the entire period of the opening of said port, and to move said valves in opposite directions respectively during the entire period of the closin of said ort.

' HENRY P. T. AN KE BEN. Witnesses:

EUGENE ZIEGLER, Man HOFMANN.

Correction in Letters Patent No. 1,159,553.-

is hefoby certified that in Letter: Patent No. 1,159,553, granted November 9, 1915, upon the application of Henry P. T. Van Keunm, of Philadelphia, Pennsylva igeior an improvement in Ya.lve Mechanism, an error appears in the printed specificetioh qqrmotiones follows: Page 2, line 130, and page 3, line 1, claim 1, for the wolfd adjejoct read adjacent; and that the said Letters Pataiat should be read with this oomction therein that the same conform to the record of the case the Patent Ofioe.

Signed and sealed this 14th (1. 01 December, A. 1)., 1915.

R. F. WHITEHEAD,

Acting Uomfldaaiomr of Patents. Cl. 123--8'1, 

